617
1 INTRODUCTION
Telematics in the essential way improves safety and
reliability of transport systems, enables optimizing
cargomotionroutesandreducesthecosts.Telematics
is currently the important parts of transportation
infrastructure. The key question in transportation
systemsafetyandreliability is its ability to gain the
output products (information),
generated by the
participating in transportation process, and then
integration for quantity and quality evaluation, and
processing to output products usefulin the decision
process. Telematics, using techniques such as
informatics, optoelectronics, automatics and
telecommunications, helps to reduce costs of
transportation potential management, improves the
security and reliability of the
transportation service
and the decision process automation. Modern
telematicsmethodsofferahugeapplicationpotential
in teleservicing, having impact on most engineering
disciplines. (Szpytko et al., 2006; Weintrit and
Neumann,2015)
Maritime transport, like air, is subject to several
unfriendly substitute from the surrounding. These
conclude, among other, period varying hydro
‐
meteorological circumstances. Thus, it is decisive to
negative or to disappoint these negative constituent.
Consideringthefluid freightlike oil, gas, chemicals,
etc.,thequestionoftransportationviamarineismore
complex. Due to the obscure depth of tankers, not
every intention can be expanse. Thus, the common
stretch in
the attention of baggage show its valid
relationship to the determination and optimization
hypothesis.(Guzeetal.,2017;Neumann,2018)
2 TELEMATICS
2.1 Definitionoftelematics
The development of the intelligent transport system
(ITS) resulted in the integration of mobile
communications, data transmission, and positioning
systems. ITSs have been applied to managing
and
controllingroadandtransportationsystems,withITS
applications becoming a traffic improvement trend
amongdevelopedcountries.Telematicscombinesthe
systems of wireless communications, information
management, and in‐vehicle computing to allow car
owners to use wireless communication functions to
The Importance of Telematics in the Transport System
T.Neumann
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Securitymechanismsofatelematicssystemareexceedinglyintersectingastheycouldpretendthe
ordinary influence of the vehicle and perhaps terminate in accidents. This paper includes a new look at
automotiveandtelematicstransportationsystems,alsoreferstomethodsinmodelling,facilitylocation,data
processingandassessmentofriskintelematicsnetworks.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 3
September 2018
DOI:10.12716/1001.12.03.22
618
exchangeandconveyinformationaswellasprovide
driversandpassengerswithpersonalizedinformation
services.Inrecentyears,telematicshasbeenacrucial
development in ITS fields. “Telematics” is a
portmanteauofthewords“telecommunications”and
“informatics” (Cho et al., 2006). Telematics resulted
from the rapid development of wireless
communication
technology, global positioning
systems,ande‐commerce.Throughtheapplicationof
onboardunitsinvehicles,telematicssystemsfacilitate
in‐vehicle communication and information services.
The most crucial features of telematics systems are
that they assist people in driving, integrate services,
and are service‐oriented. Telematics system services
are provided by
various vendors, such as content
providers,contentcoordinators,softwaredevelopers,
hardware vendors, telecommunication service
providers,telematicsserviceproviders,andtelematics
system coordinators. Through the collaboration of
these vendors, telematics systems can be used to
provideservicestosatisfyuserneeds.Fig.1presents
theconceptualframeworkofatelematicssystem.
2.2
Futureandtrendsoftelematicsdevelopment
In response to the saturation of the global vehicle
market, vehicle manufacturers have explored new
marketsanddevelopednewproductstoexpandtheir
business scope. In seeking high‐value‐added
products, vehicle manufacturers have transformed
vehiclesintodiversifiedserviceplatforms.Therefore,
vehiclesarenot
onlyusedfortransportationbutalso
for providing drivers with additional features to
promote driver and vehicle safety as well as mobile
communication.Becausecustomersexpectvehiclesto
be equipped with telematics systems, many vehicle
manufacturers provide telematics services. As
wireless communication technology and information
and communication technology have evolved,
telematics
technologyhasbeendeveloped.Inaddition
to some TSPs, which cooperate with vehicle
manufacturers, independent TSP vendors also
provide telematics services. The cooperation of both
types of TSPs as well as telematics technology
innovations is the key factor influencing the
development of telematics‐related industries. This
cooperation and innovation drives
healthy
competition among TSPs and telematics‐related
industries to develop innovative user‐oriented
telematics services. The global telematics market
continues to expand and is projected to have a
compoundannualgrowthrateofapproximately23%
for2014 – 2020.Currently,themarketpenetrationis
15%.Theglobaltelematicsmarketisfocused
onmany
countries in North America (e.g., Canada and the
United States), Europe (e.g., the United Kingdom,
France,Germany,andItaly),andAsia–Oceania(e.g.,
Japan, Korea, and Australia). Moreover, North
America leads the global telematics market, but
growthinthetelematicsmarketinEuropeandAsia‐
Oceania has
been substantial. Therefore, the global
telematics market possesses high growth potential.
Telematics systems combine technology from many
industries. Therefore, developing telematics systems
requires applying and integrating technology from
many industries. Because end consumers primarily
use telematics systems while driving, these systems
should be designed to provide consumers with
needed information in
a safe and practical manner.
Therefore, the key technologies used to develop
telematics systems are ICTs, in‐vehicle computing
technology, human – machine interfaces, and
software platforms. Particularly, the rapid evolution
of ICTs has produced diverse applications of
telematics technology in recent years. (Chang and
Fan,2016)Forexample,although
wirelessnetworking
environmentsarehighlydeveloped,anewgeneration
ofonboardcomputerswasdesigned,thusconnecting
driver and passenger smartphones and tablet
computers by using wired or wireless high‐speed
connection interfaces. Therefore, these onboard
devices allow drivers and passengers to access the
Internet and operate vehicles, thereby providing
additional navigational,
media, and networking
services.
Modeof
transportation
systems
Systemssuppliers
Telematisc
systems
Trafficinformation
Driverinformation
Rescueservices
Drivingassistance
etc.
DatabaseSystems
PositioningSystems
GeograhicInformationSystems
etc.
User
Figure1.Telematicssystem.
2.3 Theadvantagesoftelematicsinthecontextofthe
developmentoftransportationsystems
Contemporary telematics of transportation is one of
thekeyinstrumentsoftheimprovementandgrowth
oftheeffectivenessoftransportationsystems(Bekiaris
and Nakanishi, 2004; Wydro, 2008). These
instruments may be used in the processes of
transportation
management and transpor tation
systemoperationas:
structural solutions, wherein the electronic info
rmation acquisition and processing and the
electroniccommunicationsareanintegralelement
of the transportation systems and are designed
relevantlytotheirneeds,
technological solutions utilisinguniversal and a t
the same time integrated telecommunication and
ITsystems(Wydro,2005).
Thisallowsthedevelopmentofthetransportation
systemstoadegreeallowingsomeofthesystemsto
bebrandedasmodernandintelligent.(Janeckietal.,
2010)
Withtheabovecontext,onemay
poseaquestion:
whatdoesmoderntransportationtelematicsdedicate
tothetransportationsystems?
619
Inageneralapproach tothisissueonemaystate
that the tools provided by the transportation
telematicsallowthefollowing:
theintegrationofall theendogenicelements of a
specifictransportationsystem,i.e.allthebranches
and kinds of transportation, means of
transportation, transportation infrastructure, the
subjects of the supply side of the transportation
services market, the management processes and
thesystemoperation,
ensuring the collaboration and interoperability
with the near and far environment of the
transportation systems, including the influencing
of the relationships with the subjects of the
demandsideofthetransportationservicesmarket
(Stimsonetal.,2009)
3 TELEMATICSYSTEMARCHITECTURE
In this section, we present the proposed global
architecture
ofthetelematicssystemasshowninFig.
2. There are ranges of wireless technologies for
vehicletelematicsthataredescribedbyFinneganand
Sirota(2004)whereitsviabilitywillde‐pendonthe
differenttargetapplicationstheywereoptimizedfor.
SomeexamplesareBluetooth,ZigBee,UWB,andWi‐
fi.On
theotherhand,InternetCarascitedbyChenet
al.(Chenetal.,2004)proposedarchitecturetoconnect
cartotheInternet.(GerardoandLee,2009)
HardwareLayer CommunicationLayer DataLayer
Figure2. Global architecture for data aggregation in a
telematicssystem
Some other workable communication medium to
transmitdatafromamobilevehicleisdescribedinthe
primeronreal‐timetrafficsystem(Helmetal.,2006),
which includes cellular technologies such as GSM,
CDMA, GPRS, EDGE, WCDMA, TDMA, iDEN, and
WiDEN.Thesecellulartechnologiesaremoresuitable
forreal‐time
datadeliveryduetoitsavailabilityand
thetypesofnetworkitcansupport.
Hence, in this framework we chose CDMA as a
medium for data delivery of real‐time in vehicle
information because of its suitableness to the
geographical implementation of the system. Data
collection methods can be done
through on board
sensors,acoustic,embedded,radarandvideosensors.
Moreover,floatingcardata(FDC)citedinChenetal.
(2003) and ABI Research can be used for more
accuraterecordingofvehicledata.FDCreferstoaset
ofprotocols,servicesanddataformatsbywhichcars
transmitinformationto
aserver.TheuseofFDCcan
betracedbacktothemid‐80’susingprogramslikeAli
and Euroscout from Siemens and Socrates from
Philips.In this program, vehicles are equipped with
GPS and cellular modems to transmit speed and
positiondatatoremotedatacenters.
4 THEAUTOMOTIVE
TELEMATICS
Telematicshasthreefundamentalcapabilities:
two‐waycommunicationscapabilities;
situationtechnology(geographicattitude);
computingmodelforsystemruleandinterfaceto
self‐propellingelectronicssystems.
The cotter telematics technologies are two‐way
communications and situation technology, such as a
planetary attitude system recipient, which are
confederated with an information processing system
hardware and software sketch to composed a
telematics system. Depending on the
telematics
performance, this system is interfaced and
incorporatedwith the machine’s electronics systems.
Telematicstechnologywillalsohaveahugestrikeon
manyotherself‐propellingelectronicsystemssuchas
self‐propelling restraint systems, mallet relieve
systems (also called Intelligent Transportation
Systems)andITS.ITSwillgrowinadulterationover
the
next decennium and will increasingly need
telematics capabilities in automobiles that can take
benefitofITSapplications.Thetelematicsassiduityis
shapeonthesethreetelematicstechnologiesandhas
severalseparatetrafficsection.Thebiggesttelematics
traffic section is the telematics systems that are in
state by self‐propelling manufacturers.(Neumann,
2017)
In order to be able to speak about a system it is
necessarytodescribeitminimallyasafinalautomat
definedbymappingthesysteminputswithrespectto
internal state plus mapping the inputs and internal
statewithrespecttothesystemoutputs.Asubsystem
must be describable
through an identical
methodology like a system; in its substance a
subsystem is a system to be described at a more
detaileddistinguishinglevel.(Neumann,2018)
Asystemshowsbothastructureandarchitecture
while the structure is usually much more detailed
than the architecture. The architecture defines the
basic
arrangement of subsystems and functional
blocksinthespace.Functionalblockisusedifitisnot
possible to define the given block as a system or a
subsystem. The architecture is more global and its
objectiveistobearrangedandintelligibleasclearas
possible.Thestructure goes up
tosystems elements,
and it is more complex and more complete but less
clearly arranged. For that reason architecture
approach is used within our Intelligent Transport
Systems(ITS)studies. A processreflects the chained
eventswithinasystem.Aneventmaymeanachange
of a system state brought about
by an initiation on
inputs (transfer of input values) or initiation of
internal system state or “only” in the course of the
external time. A set of all activated processes at
possibleenvironmentalconditionsdefinesthesystem
behavior.(ZelinkaandSvitek,2008)
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4.1 Technicalvaluation
Transportation standard are also usefulness in
technology assessment. Indeed, the technological
elaboration in transit is often costly, which cause a
safeeconomicalappraisementofitsresultandbazaar
intersecting.Theabsorptionisthereforeseparatehere
fromthatintheantecedentpilcrow:insteadofrevolve
the performance of
removal policies at a
participation‐wideeven,thestrikeofmovementtold
techniques is now revolve from the moment of
judgment of specific actors (productions,
implementation organizers) within the connection.
The areas of transit technique disturbed by these
considerations broadly fall in the succeeding
categories.(Toint,1993)
Infrastructural project. Probably the firstborn
extentofrequestforconveyancestandardisthatof
advance and updating of transportation
infrastructures.Measuringthestrikeonbargainof
meshmodifications,bothinpersonalandgeneral
transport, is indeed a very usual request. The
variety of situations is nevertheless very huge:
motorways and
polite roads, trains, coach,
automobile, cyclists, ordinary passing, universal
infrastructure sustenance and all combinations
thereofsupplyanextendedauthorityofresearch.
Technological elevate in vehicles. A many of
applications have been made in description with
today’s technological elevate in automobile
technology. Started many years ago with the
navigateʺ features, the innovations gift the
automobile some intellect and more sharp
apprehension of its surrounding have outrushed.
Gap discovery and cautioning, machinelike
expedition
arrangement, synchronized impelling
allhave their resulton thecommon trade, not to
numerate the uncompounded melioration in
carriageperformances.
Technologicalelevateincommunications.Possibly
thetopquestionintodayʹsstandardproceedfrom
thecomingofprogressiveintelligencesystemsfor
conveyance users. These developments are
supportedonthepremisethatinstructconveyance
users chance their behavior. The behavioral
modification, at the userʹs steady, is then
enumerate to source
important turn in the
planetaryconveyancespectacleatcity‐wideeven.
Ofcourse,thepropositionisthentoinducethese
planetary turn from the sometimes rather
elaborate wisdom of the intelligence diversified.
Questions of interest are then narrated to the
broadness of intelligence arrangement, its
precision, constancy, opportuneness and process
of
transmission. The posture of users with
venerate to this notice is also a much learned
theme.
Regulations in the transportation cirque. Finally,
the confirmation of modern regulations traffic
with conveyance also elevate the topic of their
strikeonbargain.Oneinstantlyexpectofparking
policies, catalogue of commodity rescue in
metropolis centers, highway cost or speed
restrictionconstraintonmotorways.
4.2 Assessmentofriskintelematics
networks
Theassessmentofexposureinthechoiceofpassingin
ameshworkalongwhichtotransportationuncertain
materials,engageintocontemplationthedurationof
timeinconveyance,thelikelinessofa conflictandthe
exposure of population exposure in the result of an
casual.Thereareadiversityoftheories,
perspectives,
advances and algorithms that have been put
agreement to explain multi‐objective problems for
bound the most passing to transportation
adventuroussubstances.
While it is unmingled to inclination
efficacious substitute that can control passing
decisions such as population compactness,
expertness stamp, essential to be reward, and
exposure, the censure is to appropriate these
substitute into limited temperate criteria to
appropriate to limited grounds in a meshwork and
then evolve algorithms which can use the
calculate to recognize the most passing.
Risk is characterized by two aspects:
Occurrencelikelinessofanadventure;and,
Consequencesofanappearadventure.
Quantification of exposure is crabbed for
probabilities for bargain accidents are low and
those surround hazardous things are even lower,
but the consequences of the latter can be huge.
The strength conception is to divide the optical
even and the computation even. This constitute
our standard more inconstant: it is calm to
innovate the input data to manifest. The input
data thus could be either those from simulations,
or those from naturalistic on the pressing bargain
meshwork which are detention from on situation
cameras, if it is practicable. Moreover, this
divorce also termination the consequence of
preserver expedition on the visualisation: we
could counterfeit with a colossal multitude of
agents with a little dilatory acceleration, but the
inference are then show as those of immovable
acceleration for the parade is now uncontrolled
from the computation. This standard has six
cardinal action as follows (see Fig. 3.)
621
Figure3.Stepsandproceduredatainthestandard
5 GRAPHTHEORYASANAPPLICATIONIN
ROUTEPLANNING
Inmanyapplicationssuchastransportation,routing,
communications, economical, and so on, graphs
emerge naturally as a mathematical model of the
observedrealworldsystem.(Neumann,2016a)Fuzzy
logicis a form of many‐valued logic or probabilistic
logic; it deals with
reasoning that is approximate
ratherthanfixedandexact.Comparedto traditional
binarysets(wherevariablesmaytakeontrueorfalse
values)fuzzylogicvariablesmayhaveatruthvalue
that ranges in degree between 0 and 1. Fuzzy logic
has been extended to handle the concept of pa rtial
truth, where the truth value may range between
completely true and completely false. Djikstraʹs
algorithm (named after its discover, E.W. Dijkstra)
solvestheproblemoffindingtheshortestpathfroma
pointinagraph(thesource)toadestination.Itturns
outthatonecanfindtheshortestpaths
fromagiven
sourcetoallpointsinagraphinthesametime,hence
this problem is sometimes called the single‐source
shortest paths problem. Dijkstraʹs algorithm keeps
twosetsofvertices:
S:Thesetofverticeswhoseshortestpathsfromthe
sourcehavealreadybeendeterminedand
V:‐Stheremainingvertices.
In finding the shortest path under uncertain
environment, an appropriate modelling approach is
tomakeuseoffuzzynumbers.Oneofthemostused
methods to solve the shortest path problem is the
Dijkstra algorithm. In the case of crisp number to
modelarclengths,
theDijkstraalgorithmcanbeeasily
to implemented. However, due to the reason that
manyoptimizationmethodsforcrispnumberscannot
be applied directly to fuzzy numbers, some
modifications are needed before using the classical
methods.(BoominathanandKanchan,2014)
Routingproblemsinnetworksaretheproblemin
the context of sequencing
and in recent times, they
have to receive progressive note. Congruous issues
usuallytakeplacesinthezonesoftransportationand
communications. A schedule problem engages
identifying a route from the one point to the other
because there are many of optional tracks in
miscellaneoushaltingplaceofthepassage.
Thecost,
time, safety or cost of travel are different for each
routes. Theoretically, the method comprises
determiningthecostofallprospectivetracksandthe
find with minimal expense. In fact, however, the
amountofsuchoptionsaretoolargetobetestedone
after another. A traveling salesman problem
is a
routing problem associated with preferably strong
restrictions.Differentroutingproblememergeswhen
itcantogofromonepointtoanotherpointorafew
points, and choose the best track with the at the
lowestestimatelength,periodorcostofmanyoptions
toreachthedesired
point.Suchacyclicroutenetwork
problem easily can be solved by job sequencing. A
networkisdefinedasaseriesofpointsornodesthat
areinterconnectedbylinks.Onewaytogofromone
node to another is called a path. The problem of
sequencingmayhaveputsomerestrictions
onit,such
astimeforeachjoboneachmachine,theavailability
ofresources(people,equipment,materialsandspace),
etc.insequencingproblem,theefficiencywithrespect
to a minimum be measured costs, maximize profits,
andtheelapsedtimeisminimized.Thegraphimage
andtheexampleofcosts
ofbordersaregiveninthe
figure1.Inthishypotheticalideathetractnetworkis
illustratedbyagraph.Presentedgraphisgivenwith
an ordered pair G: = (V, E) comprising a set V of
vertices or nodes together with a set E of edges
(paths),whichconnecttwo
nodes.Thetaskistoreach
the N1 node from N3 node in the graph at smallest
cost.(Neumann,2016b)
6 PATHFINDINGALGORITHMS
A path finding algorithm for transit network is
proposed to handle the special characteristics of
transitnetworkssuchascityemergencyhandlingand
drive guiding system, in
where the optimal paths
have to be found. As the traffic condition among a
citychangesfromtimetotimeandthereareusuallya
huge amounts of requests occur at any moment, it
needs to quickly find the best path. Therefore, the
efficiency of the algorithm is very important .
The
algorithm takes into account the overall level of
servicesandservicescheduleonaroutetodetermine
the shortest path and transfer points. There are
several methods for pathfinding: In Dijkstraʹs
algorithm the input of the algorithm consists of a
weighteddirected graph Gand a source vertexes
in
Graph.Let‘sdenotethesetofallverticesinthegraph
GasV.Eachedgeofthegraphisanorderedpairof
vertices(u,v)representingaconnectionfromvertexu
tovertexv.ThesetofalledgesisdenotedE.Weights
ofedges aregiven by
a weight functionw: E → [0,
∞]; therefore w (u, v) is the non‐negative cost of
movingfromvertexu tovertexv.Thecostofanedge
canbethoughtofasthedistancebetweenthosetwo
vertices.Thecostofapathbetweentwoverticesis
the
sumofcostsoftheedgesinthatpath.Fora givenpair
ofverticessandtinV,thealgorithmfindsthepath
fromstotwithlowestcost(i.e.theshortestpath).It
can also be used for finding costs of shortest paths
froma
singlevertexstoallotherverticesinthegraph
(BoominathanandKanchan,2014).
622
An ordered pair of sets G = (V, E) where V is a
nonempty finite set and E consisting of 2‐element
subsets of elements of V is called a graph. It is
denotedbyG=(V,E).Viscalledvertexandedgeset
respectively. The elements in
V and E are called
vertices and edges respectively. If elements of E are
ordered pairs, then G is called a directed graph or
digraph. The vertices between which an edge exists
are called endpoints of the edge. An edge whose
endpoints are the same is called a loop. A
graph
withoutloopsiscalledasimplegraph.
Foragivensourcevertex(node)inthegraph,the
algorithm finds the path with lowest cost (ie the
shortest path) between that vertex and every other
vertex.Itcanalsobeusedforfindingtheshortestcost
path from one vertex to
a destination vertex by
stoppingthealgorithmisdeterminedbytheshortest
path to the destination node. For example, if the
vertices of the graph represent the city and are the
costs of running paths edge distances between pairs
of cities connected directly to the road, Dijkstraʹs
algorithm can
be used to find the shortest route
betweenonecityandallothercities.Asaresult,the
shortest path algorithm is widely used routing
protocols in a network, in particular the IS‐IS and
OpenShortestPathFirst.(Neumann,2014)
Short characteristic of Dijsktra algorithm
(Neumann,2016a).
Theinputofthealgorithmconsistsofaweighted
directedgraphGandasourcevertexsinG
DenoteVasthesetofallverticesinthegraphG.
Each edge of the graph is an ordered pair of
vertices(u,v)
This representing a connection from vertex u to
vertexv
ThesetofalledgesisdenotedE
Weights of edges are given by a weight function
w:E → [0,∞)
Therefore w(u,v) is the cost of moving directly
fromvertexutovertexv
The cost of an edge can be thought of as (a
generalizationof)thedistancebetweenthosetwo
vertices
Thecostofapathbetweentwoverticesisthesum
ofcostsoftheedgesinthatpath
For a given pair of vertices s and t in V, the
algorithm finds the path from s to t with lowest
cost(i.e.theshortestpath)
It can also be used for finding costs of shortest
pathsfromasinglevertexstoallotherverticesin
thegraph.
Figure4.Dijkstrasalgorithmontreegraph
The Dempster‐Shafer and Dijkstra algorithms are
well known. The Dijjksta algorithm was first
published almost a half a century ago. To this day,
findingconnectionsbetweenverticesisused.Butnot
alwaystheshortestpathisthebest. Itisto consider
various
criteria. This paper is an introduction to
furtherresearch.
In this study was developed a model of the ship
routing network that solves problems optimal path
using a modified version of Dijkstraʹs shortest path
algorithm and the ba sic function of the reaction
vessel.Wasestablishedfidelitymodelsbytesting.
As
you can see, the model avoids the adverse weather
conditions and solves the path of least time to your
destination.Itcalculatestheusefultime,distance,fuel
consumption and metrics to quantify routing
decisions. All calculations was made by intervals.
(Neumann,2015)
7 CONCLUSIONS
The proliferation of modern electronics systems
is
already exaction the duration for user input and
superintendencesystems.Telematics willberequisite
tostaythe development multitudeofuser‐selectable
input attendant and points within the vehicle. As
carriage come more complicated they will
increasingly confide on telematics and driver notice
systemsthatwillcometheuser
interfacetobothon‐
board and off board enlightenment. Government
commission and homogenous actions are already
composednecessarilyfortelematicssystems.Hands‐
freemobilephonecommissionaregrowthfastdueto
driverfuriousnessegress.Itisprobablethatlow‐end
telematics with a harangue user interface and radio
system integration will
come the elect solutions. ITS
willenlarge in adulteration over the next decennary
andwillincreasinglyneedtelematicscapabilities.As
huge as the self‐propelled telematics hardware and
benefit opportunities may be, the circuitous benefits
effectual from the worth of telematics data may be
alike essential. The circuitous telematics benefits
softenthelocomotiveassurancediligence,healthcare
providers,generalsafenessagencies andmanyother
industries. The price savings, price annulment and
amended functional efficiencies external the
telematics assiduity will be graduated in 15 to 20
years.(Juliussen,2003)
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